Temperature control via computing device

ABSTRACT

A microprocessor-based controller is provided for generated heat in at various locations in an exhaust system of an engine by changing the heat generation technique utilized. In one case, some cylinder air-fuel ratios are modulated between stoichiometry and rich, while others are modulated between stoichiometry and lean. Another approach operates some cylinder lean, while others are modulated between a first rich, and a second, less rich, value. Further, compensation based on engine airflow is also provided. Finally, various methods are described for temperature control and for controlling modulation of air-fuel ratio.

BACKGROUND OF THE INVENTION

Engines can be coupled to emission control devices, such as catalyticconverters, to reduce exhaust emissions. However, these devices canbecome contaminated with sulfates, for example. In order to remove thesecontaminates, the temperature of the emission control device is raisedsignificantly and a near stoichiometric air-fuel ratio is provided thatalternates, or oscillates, around stoichiometry (between lean and rich).

One type of engine exhaust system routes all of the engine cylindersinto a single exhaust path. One approach for raising temperature of sucha single exhaust path sequentially operates some cylinders lean, andthen some rich to create heat. Such an approach is described in U.S.Pat. No. 5,974,788, for example.

The inventors herein have recognized a disadvantage with such anapproach. In particular, the transition from operating the cylinderslean to operating rich can cause a torque disturbance since all of thecylinders have to make this air-fuel ratio transition. While it ispossible to utilize ignition timing adjustments to reduce thisdisturbance, such control is difficult to manage when transitioning fromlean to rich values since a large variation in engine air-fuel ratiooccurs, making it difficult to determine how much change in ignitiontiming is required.

Another approach to raising exhaust temperature is to operate somecylinders lean and other rich, so that rich and lean exhaust gassesreact in the exhaust manifold, or emission control device. Such a systemis described in U.S. Pat. No. 6,189,316.

Here, there is no transition required. However, the inventors hereinhave recognized other disadvantages with this approach. In particular,while operating some cylinder lean and others rich generates heat viareaction across surface precious metals of oxidants (from lean gasses)and reactants (reductants from rich gasses), it does not take advantageof oxidant storage effects to generate heat. As such, the heat isgenerated predominately in the first upstream catalyst that mixes thetwo gas streams. However, this may not be where heat is desired. Also,this approach requires significant ignition timing retard on the richbank to compensate for the large torque difference.

SUMMARY OF THE INVENTION

The above disadvantages are overcome by: a system for an engine havingat least a first group and a second group of cylinders, the systemcomprising:

an emission control device coupled at least to said first and secondgroups of cylinders; and

a computer storage medium having a computer program encoded therein forcontrolling fuel injected into the first and second group of cylinders,comprising:

code for, during a first interval, operating said first group ofcylinders lean of stoichiometry and said second group of cylinders atstoichiometry; and

code for, during a second interval, operating said first group ofcylinders at stoichiometry and said second group of cylinders rich ofstoichiometry

In this way, it is possible to generate heat in a single bank exhaustsystem without requiring a transition of any cylinders from a highlylean air-fuel ratio to a highly rich air-fuel ratio. Note, such atransition could be used during some conditions, if desired; however, itis not required.

In this way, it is also possible to generate heat in a dual bank exhaustsystem, by creating at least two groups of cylinders on each bank of theengine.

In addition, operation in this way provides the advantage of minimizingthe co-existence of rich and lean gases that generate exothermic heat byreacting across the surface of a precious metal in the catalyst. Inother words, heat is generated primarily due to oxidant storage effects.In this way, it is possible to locate heat generation in a desiredlocation in the exhaust system by placing oxidant storage in suchdesired locations. For example, if heat generation is primarily desiredin a downstream emission control device, then by designing a system withgreater oxidant storage downstream (rather than upstream), operationaccording to one aspect of the present invention can primarily providedownstream heat. Such advantages, as well as others, are described morefully below.

Note that various emission control devices can be used such as, forexample, catalysts including platinum, palladium, and rhodium; orcatalyst having platinum and barium, or various others.

BRIEF DESCRIPTION OF THE DRAWINGS

The advantages described herein will be more fully understood by readingan example of an embodiment in which the invention is used to advantage,referred to herein as the Description of Preferred Embodiment, withreference to the drawings, wherein:

FIGS. 1-2 are block diagrams of an engine and exhaust system;

FIGS. 3A-3D are block diagrams with illustrations of engine operationaccording to routines of the present invention;

FIGS. 4, 9, and 15 are high level flow charts of various operationsperformed by a portion of the embodiment shown in FIGS. 1-2; and

FIGS. 5A-5D are graphs illustrating cylinder-by-cylinder operationaccording to different methods of the present invention;

FIGS. 6A-5B are graphs illustrating cylinder-by-cylinder operationaccording to different methods of the present invention;

FIG. 7 is a graph illustrating air-fuel ratio and exhaust temperatureresults according to one example operation of the present invention;

FIG. 8 is a graph illustrating the relationship between engine torqueand air-fuel ratio for fixed airflow and optimal ignition timing;

FIG. 10 is a control block diagram showing a portion of the operation ofFIG. 9;

FIG. 11 is a graph illustrating operation according to one aspect of thepresent invention illustrated in FIG. 3C.

FIGS. 12A-12B show example modulation operation;

FIG. 13 shows temperature profiles across the length of an emissioncontrol device;

FIG. 14 shows example states of a catalyst at different instances; and

FIGS. 16A-16B show alternative system configurations.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

Direct injection spark ignited internal combustion engine 10, comprisinga plurality of combustion chambers, is controlled by electronic enginecontroller 12 as shown in FIG. 1. Combustion chamber 30 of engine 10includes combustion chamber walls 32 with piston 36 positioned thereinand connected to crankshaft 40. In this particular example, piston 30includes a recess or bowl (not shown) to help in forming stratifiedcharges of air and fuel. Combustion chamber 30 is shown communicatingwith intake manifold 44 and exhaust manifold 48 via respective intakevalves 52 a and 52 b (not shown), and exhaust valves 54 a and 54 b (notshown). Fuel injector 66 is shown directly coupled to combustion chamber30 for delivering liquid fuel directly therein in proportion to thepulse width of signal fpw received from controller 12 via conventionalelectronic driver 68. Fuel is delivered to fuel injector 66 by aconventional high pressure fuel system (not shown) including a fueltank, fuel pumps, and a fuel rail.

Intake manifold 44 is shown communicating with throttle body 58 viathrottle plate 62. In this particular example, throttle plate 62 iscoupled to electric motor 94 so that the position of throttle plate 62is controlled by controller 12 via electric motor 94. This configurationis commonly referred to as electronic throttle control (ETC), which isalso utilized during idle speed control. In an alternative embodiment(not shown), which is well known to those skilled in the art, a bypassair passageway is arranged in parallel with throttle plate 62 to controlinducted airflow during idle speed control via a throttle control valvepositioned within the air passageway.

Exhaust gas oxygen sensor 76 is shown coupled to exhaust manifold 48upstream of emission control device 70. In this particular example,sensor 76 provides signal EGO, which indicates whether exhaust air-fuelratio is either lean of stoichiometry or rich of stoichiometry. SignalEGO is used to control engine air-fuel ratio as described in more detailbelow. In an alternative embodiment, sensor 76 provides signal UEGO tocontroller 12, which can convert signal UEGO into a relative air-fuelratio λ (air-fuel ratio relative to the stoichiometric air-fuel ratio,so that a value of 1 is the stoichiometric, with a value less than oneindicating rich, and a value greater than one indicating lean). SignalUEGO is used to advantage during feedback air-fuel ratio control in amanner to maintain average air-fuel ratio at a desired air-fuel ratio.

Conventional distributorless ignition system 88 provides ignition sparkto combustion chamber 30 via spark plug 92 in response to spark advancesignal SA from controller 12.

Controller 12 causes combustion chamber 30 to operate in either ahomogeneous air-fuel ratio mode or a stratified air-fuel ratio mode bycontrolling injection timing. In the stratified mode, controller 12activates fuel injector 66 during the engine compression stroke so thatfuel is sprayed directly into the bowl of piston 36. Stratified air-fuelratio layers are thereby formed. The strata closest to the spark plugcontain a stoichiometric mixture or a mixture slightly rich ofstoichiometry, and subsequent strata contain progressively leanermixtures. During the homogeneous mode, controller 12 activates fuelinjector 66 during the intake stroke so that a substantially homogeneousair-fuel ratio mixture is formed when ignition power is supplied tospark plug 92 by ignition system 88. Controller 12 controls the amountof fuel delivered by fuel injector 66 so that the homogeneous air-fuelratio mixture in chamber 30 can be selected to be substantially at (ornear) stoichiometry, a value rich of stoichiometry, or a value lean ofstoichiometry. Operation substantially at (or near) stoichiometry refersto conventional closed loop oscillatory control about stoichiometry. Thestratified air-fuel ratio mixture will always be at a value lean ofstoichiometry, the exact air-fuel ratio being a function of the amountof fuel delivered to combustion chamber 30. An additional split mode ofoperation wherein additional fuel is injected during the exhaust strokewhile operating in the stratified mode is available. An additional splitmode of operation wherein additional fuel is injected during the intakestroke while operating in the stratified mode is also available, where acombined homogeneous and split mode is available.

Second emission control device 72 is shown positioned downstream ofdevice 70. Devices 70 and 72 can be various types of emission controldevices. As shown in FIG. 2, each device can contain multiple catalystbricks (70A, 70B, and so on; 72A, 72B, and so on). Alternatively, eachcan contain a single catalyst brick. In yet another example, the devicescan contain just one, two, or three bricks each. Additionally, varioustypes of catalytic converters can be used, such a three-way catalyticwashcoats. For example, three way catalysts that absorb NOx when engine10 is operating lean of stoichiometry can be used. In such catalysts,the absorbed NOx is subsequently reacted with rich exhaust gasconstituents (HC and CO, for example) and catalyzed during a NOx purgecycle when controller 12 causes engine 10 to operate in either a richmode or a near stoichiometric mode.

Controller 12 is shown in FIG. 1 as a conventional microcomputerincluding: microprocessor unit 102, input/output ports 104, anelectronic storage medium for executable programs and calibrationvalues, shown as read-only memory chip 106 in this particular example,random access memory 108, keep alive memory 110, and a conventional databus.

Controller 12 is shown receiving various signals from sensors coupled toengine 10, in addition to those signals previously discussed, including:measurement of inducted mass air flow (MAF) from mass air flow sensor100 coupled to throttle body 58; engine coolant temperature (ECT) fromtemperature sensor 112 coupled to cooling sleeve 114; a profile ignitionpickup signal (PIP) from Hall effect sensor 118 coupled to crankshaft 40giving an indication of engine speed (RPM); throttle position TP fromthrottle position sensor 120; and absolute Manifold Pressure Signal MAPfrom sensor 122. Engine speed signal RPM is generated by controller 12from signal PIP in a conventional manner and manifold pressure signalMAP provides an indication of engine load.

In this particular example, temperatures Tcat1 and Tcat2 of devices 70and 72 are inferred from engine operation. In an alternate embodiment,temperature Tcat1 is provided by temperature sensor 124 and temperatureTcat2 is provided by temperature sensor 126.

Fuel system 130 is coupled to intake manifold 44 via tube 132. Fuelvapors (not shown) generated in fuel system 130 pass through tube 132and are controlled via purge valve 134. Purge valve 134 receives controlsignal PRG from controller 12.

In one example, exhaust sensor 140 is a second EGO type exhaust gasoxygen sensor that produces output signal (SIGNAL1). In an alternativeexample, sensor 140 can be a UEGO sensor.

While FIG. 1 shows a direct injection engine, a port fuel injectionengine, where fuel is injected through a fuel injector in intakemanifold 44, can also be used (as is shown in FIGS. 2 and 3A-D). Engine10 can be operated homogeneously substantially at stoichiometry, rich ofstoichiometry, or lean of stoichiometry.

Those skilled in the art will recognize, in view of this disclosure,that the methods described below can be used to advantage with eitherport fuel injected or directly injected engines.

Note also, that in one example, device 70 is a three-way catalyst, 72Ais catalyst as described below, and 72B is lean NOx trap.

In this example, catalyst 72A consists of two zones. It should be notedthat this invention also contemplates the use of layers in place ofzones. In one embodiment of the invention, these different layer orzones make it possible to physically segregate oxidation components toprovide NOx storage, while at the same time providing efficient HC/COoxidation activity. Note that different phases could also be used.

In one approach, two components are included in the catalyst washcoatsuch that it would have both NOx storage and high HC/CO conversionactivity in the same catalyst. To achieve efficient NOX storage, ahighly interacted NO oxidation catalyst and NO2 storage material areused. This is typically a precious metal (Pt) and Ba, but other suitablematerials could be substituted, such as cesium or potassium. This allowsefficient transfer of the oxidized NO2 to the storage material.Unfortunately, this reduces the activity of the Pt to oxidize HC and CO.Hence, for good oxidation activity, Pt and/or Pd are placed on Al2O3 orCe/Zr where the Pt/Pd will have good oxidation activity. To create acatalyst with both HC/CO activity and NOx storage, the two phases aresegregated so that the Ba does not interfere (or does so less than apreselected amount) with the oxidation activity of the PGM/Al2O3 phase.This can be accomplished by creating separate phases of the materialwhere the Pt/Pd is first fixed on one support (Al2O3 or Ce/Zr mixedoxide) and Pt/Ba mixture is fixed on an Al2O3 support. These separatephases could then be either mixed together and washcoated or preferablycould be washcoated as two distinct layers. Another feature of thisprocess would be to use a solvent in which none of the active materialshas appreciable solubility so that they would not be mixed when a slurrywas prepared in the washcoat process. In this way, the problems with NOxrelease are overcome. In other words, from a macro viewpoint, a selectedamount of precious metal is placed in the washcoat that is notassociated with NOx storage materials, such as Ba. In one example,between 30-70% (by mass) of the precious metal is placed in the washcoatthat is not associated with NOx storage materials. Specific rangesinclude: 10-20, 20-30, 30-40, 40-50, 60-70, and/or 80-90. Anotherexample includes 50-80%. Note also that both device 70 and device 72 caninclude such a catalyst formation.

Referring now to FIG. 2, an alternative view of engine 10 and the engineexhaust system is shown. In this example, engine 10 is shown to be anin-line four cylinder engine (having cylinders 1, 2, 3, and 4). Notethat various types of engines can be used with the methods describedbelow such as, for example: a V-type 6-cylinder engine, a V-type8-cylinder engine, an in-line 4-, 5-, or 6-cylinder engine, or variousother engine types. FIG. 2 shows emission control devices 70 and 72having multiple catalyst bricks. Note that this is just one exampleshowing two or more catalyst bricks in each of the emission controldevices. However, emission control device 70 can have two bricks or onlya single brick, while emission control device 72 can also have only twobricks, or only a single brick. In this particular example, emissioncontrol device 70 has catalyst bricks 70A, 70B, etc. Furthermore,emission control device 72 also has catalyst bricks 72A, 72B, etc.

Also note that in the example of FIG. 2, the upstream EGO sensor isshown coupled in the exhaust manifold 48, while the downstream EGOsensor 140 is shown coupled between bricks 72A and 72B of emissioncontrol device 72. In an alternative embodiment, sensor 140 can be asensor providing both a NOx output signal and an oxygen concentrationoutput signal.

Note that sensors 76 and 140 can be placed in alternate locations in theexhaust system of engine 10. For example, sensor 140 can be placeddownstream of emission control device 72 as shown in FIG. 1.Alternatively, sensor 76 can be placed between bricks 70A and 70B. Stillanother example can be used where sensor 140 is placed directly upstreamof the last catalyst brick of emission control device 72.

FIG. 2 also shows a third EGO sensor 145 shown coupled between devices70 and 72. In one example embodiment, sensor 145 is rendered unnecessaryfor emission control device diagnostics of devices 70 and 72. However,if desired for improved performance, or other control objectives, athird sensor 145 can be used.

Note that in one example embodiment of emission control device 70 isplaced in a close-coupled location to exhaust manifold 48 as shown inFIG. 2. In an alternative embodiment, the device 70 can be placedfurther away from exhaust manifold 48. Similarly, in one example, device72 is placed in an underbody location (i.e., below the vehiclebody/chassis, for example). However, in an alternate embodiment, device72 can be placed upstream and coupled near device 70. Also note that,for improved performance, additional emission control devices can beplaced in the exhaust system of engine 10.

FIG. 2 also shows engine 10 having four cylinders. (labeled 1-4), aswell as port fuel injectors 66A-66D. Note that the firing order ofengine 10 is not necessarily 1, 2, 3, 4. Rather, it is generallystaggered, such as 1-3-4-2, for example.

In one example of the invention, two cylinder groups are utilized. Note,however, cylinder groups could be unequal, or in some other proportionthan in two groups of two. E.g., a first group of only one cylindercould be utilized, while a second group of three cylinders could beutilized.

FIG. 3A shows the preheating method where two cylinders are operatedlean and 2 cylinders are modulated between rich and less rich, orbetween rich and stoichiometric. Line “A” shows the approximate richair-fuel ratio that would, if the rich cylinders were operated at, wouldproduce a mixture air-fuel ratio (when combined with the lean cylinders)approximately at the stoichiometric.

FIG. 3A shows the air-fuel ratio at four locations in the engine/exhaustsystem as shown in FIGS. 3A-1 to 3A-4. FIG. 3A-1 shows thecylinder/engine air-fuel ratios. FIG. 3A-2 shows the mixture exhaustair-fuel ratio. FIG. 3A-3 shows the mid-stream air-fuel ratio, whileFIG. 3A-4 shows the downstream air-fuel ratio. The differing methods ofFIGS. 3A-C are described below.

In each, the starting time (t1) is shown to correlate the variousoperations.

Specifically, FIG. 3A shows operating a first group of cylinders lean ofstoichiometry and a second group of cylinders to oscillate between arich and a less rich air-fuel ratio, or between a rich and astoichiometric air-fuel ratio. According to this example, exhaustheating is provided via multiple sources. In particular, a first sourceof exhaust heat comes from alternately storing oxidants and catalysts70A and then releasing and reacting stored oxidants with incomingreductants. The amount of heat generated from this source is a functionof the quantity of oxidant storage of the catalyst. It is also afunction of the extent to which the oxidant capacity is utilized. Forexample, if the incoming air-fuel ratio is alternated at a highfrequency between lean and rich, then the transition between the leanand rich air-fuel ratios occurs before the full oxidant storage capacityhas been reached. As such, less heat is generated than if the air-fuelratio is operated lean long enough to completely store oxidants in thecatalyst to their full oxidant storage at capacity before transitioningfrom lean to rich and running rich long enough to release and react allof the stored oxidants.

A second source of heat according to the method shown in FIG. 3A is froman exothermic reaction across precious metals of the catalyst byco-existing oxidants and reductants in the incoming exhaust entering thecatalyst. In other words, oxidants from the lean cylinders can reactwith reductants from the rich cylinders, whether the cylinders are atthe first rich air-fuel ratio, or the second less rich air-fuel ratio.In either case, there are reductants in the rich exhaust gas that canreact across the surface of the precious metal in the catalyst with theoxidants in the lean exhaust gas. As such, the method according to FIG.3A provides two sources of exhaust heat by advantageously combining bothair-fuel ratio modulation (utilizing oxidant storage) as well asco-existing lean and rich exhaust gases to produce exothermic heat viasurface reaction across the catalyst.

In the method according to FIG. 3A, the transition between the firstrich air-fuel ratio and the second less rich air-fuel ratio shown inFIG. 3A-1 is determined based on a signal from sensor 145 which is shownin FIG. 3A-3. In this case the transition between lean to rich and richto lean of FIG. 3A-2 (and the transition between the first rich to thesecond less rich and vice versa in FIG. 3A-1) is determined by comparingthe level of signal 145 to a threshold. In the example, threshold isshown by the dash/dot lines in FIG. 3A-3 labeled “B”. In the example ofFIG. 3A, exothermic reactions are produced primarily in the upstreamcatalyst 70. As such, only minor or insignificant reaction is providedin catalyst 72 as the inlet air-fuel ratio is close to thestoichiometric value and not only deviates for short durations as shownin FIG. 3A-3. As such, the downstream air-fuel ratio in FIG. 3A-4 issubstantially at the stoichiometric value.

As will be described below, the present invention, in one example,utilizes the method of FIG. 3A when it is desired to generate heat incatalyst 70, or when it is desired to generate heat downstream in thecatalyst 72 yet, catalyst 72 has not reached a sufficiently highoperating temperature. As such, the present invention utilizes theupstream catalyst to generate heat in the downstream catalyst.Alternatively, the method of FIG. 3A can be used to generate heatprimarily in device 70. Furthermore, the method according to FIG. 3Arepresents a pre-heating method.

In an alternative embodiment, it is possible to operate a first group ofcylinders lean and a second group of cylinders rich, repeatedly andcontinuously, thereby producing a stoichiometric mixture enteringupstream device 70 to create an exothermic reaction to heat both devices70 and 72.

Referring now to FIG. 3B, the method of FIG. 3A is extended to generateheat both in the upstream and downstream catalysts 70 and 72,respectively. The method of FIG. 3B, like the method of FIG. 3A,provides heat from two sources in upstream catalyst 70. In other words,heat is generated from two sources in catalyst 70. The first is relatedto the oxidant storage of catalyst 70 and the switching inlet air-fuelratio between being lean and rich. The second relates to heat generatedfrom the incoming, co-existing, lean and rich gases that createexothermic heat by reacting incoming oxidants and reductants across theprecious metal on the catalysts. However, the heat is generated in thedownstream catalyst primarily by using oxidant storage since a singlepipe exhaust system is shown. In other words, the inlet air-fuel ratioto catalyst 72 is the exit air-fuel ratio of catalyst 70, which hasalready been mixed and therefore is either rich, lean or stiochiomtric.Also, in the example of FIG. 3B, the engine air-fuel ratio is of thesecond cylinder group (rich cylinder group) is switched between thefirst rich air-fuel ratio and the second less rich air-fuel ratio basedon sensor 140, rather than sensor 145 as shown in FIG. 3A.

Note that rather than using sensor 140 or sensor 145, a determination ofconditions in or downstream of the first or second emission controldevice can be utilized. For example, air-fuel ratio downstream of thefirst emission control device can be estimated based on operatingconditions. Likewise, air-fuel ratio downstream of the second emissioncontrol device can be estimated based on operating conditions.

As with FIG. 3A, FIG. 3B shows the air-fuel ratio at various positionsin the exhaust system in FIGS. 3B-1, 3B-2, 3B-3, and 3B-4. Since thedownstream sensor 140 is utilized to change the air-fuel ratio ofcylinders 2 and 4, the frequency of modulation is longer (due to thegreater oxidant storage and longer pipe length/delay length).Specifically, as shown in FIG. 3B-4, a threshold value “C” is utilizedto determine when to change the engine air-fuel ratio between the firstrich air-fuel ratio and the second rich air-fuel ratio.

In the example of FIG. 3C, an alternative modulation scheme isdescribed. In this example, both cylinder groups are adjusted betweenvarying air-fuel ratio. While this provides some torque disturbance inthe group operating between lean and stoichiometry, ignition timingretard can be utilized in the other cylinder group to providecompensation.

The method of FIG. 3C advantageously provides heat utilized oxidantstorage of both the upstream and downstream devices 70 and 72,respectively. However, this method minimizes the co-existence ofoxidants from lean combustion and reductants from rich combustionentering device 70. As such, this method provides potentially less heatthan the methods of. FIGS. 3A and B, depending on the span of air-fuelratios utilized in the different methods. In the case wheresignificantly more oxidant storage is provided in the downstream device72, it is possible to utilize this method to produce more heat in device72 than in device 70. As such, sulfur can be removed from device 72without potentially overheating device 70.

In FIG. 3C, the two groups of cylinders are operated as follows:

The first cylinder group modulates between a rich air-fuel ratio and thestoichiometric air-fuel ratio (note: the. stoichiometric operation isnot required to be exactly at stoichiometry—for example—it can beslightly to the rich side of stoichiometry, e.g., at a ratio of 14.4(with approximately 14.6 being stoichiometry)).

The second cylinder group modulates between a lean air-fuel ratio andthe stoichiometric air-fuel ratio (note again: the stoichiometricoperation is not required to be exactly at stoichiometry—for example—itcan be slightly to the lean side of stoichiometry, e.g., at a ratio of14.8.)

This creates an exhaust gas mixture with an air-fuel ratio thatmodulates between lean and rich, but there is little to no coexistenceof lean and rich gasses.

In the example of FIG. 3C, the transition in the engine air-fuel ratiosis determined based on downstream sensor 140 reaching level “C”.Furthermore, as described in more detail below, temperature iscontrolled by controlling at least one of, and potentially both of, thelean and rich air-fuel ratios of the first and second cylinder group.This is illustrated in FIGS. 3C-1 through 3C-4.

FIG. 3D is similar to FIG. 3C, except that heat is primarily generatedin device 70 as the engine air-fuel ratio is switched based on sensor145 rather than 140. In this way, the oxidant storage capacity of theupstream device 70 is utilized, while minimizing heat generating in thedownstream device 72. Again, FIGS. 3D-1 through 3D-4 show the air-fuelratio at various locations in the exhaust system. Specifically, FIG.3D-1 shows changing a first group of cylinders between a rich air-fuelratio and stoichiometry, while the second group of cylinders changebetween a lean air-fuel ratio and stoichiometry.

Referring now to FIG. 4, a routine is described for controlling catalystheating for removing sulfur from catalyst 70 or 72. First, in step 504,a request is generated to remove the sulfur contaminants. This requestcan be based on various factors, such as a reduction in reactionefficiency, a reduction in oxidant storage, or a decreased in overallfuel economy obtained during a lean operating mode.

Then, in step 410, the routine determines whether the upstream catalyst70 has reached a catalyst “light off” temperature that will supportoxidation of incoming reductants and oxidants, or whether oxidants canbe stored and later reacted with incoming reductants. When the answer tostep 410 is “no”, the routine simply continues to monitor upstreamcatalyst 70. This determination in step 410 can be based on variousfactors, such as, for example: exhaust manifold temperature, exhausttemperature, and/or temperature of catalysts 70A, 70B, or a compositetemperature of device 70.

When the answer to step 410 is “yes”, the routine continues to step 412.In step 412, the routine preheats catalyst 70 as shown by the method ofFIG. 3A in step 414. From step 414, the routine continues to step 416 todetermine whether the preheating has completed. This determination canbe made in various ways, such as for example by estimating or measuringtemperature of upstream and downstream catalyst 70 and 72, respectively.When the answer to step 416 is “yes”, the routine continues to step 418.In step 418, the routine determines which method will be used forheating device 70 and 72 to remove sulfur. This selection is based onvarious criteria, such as temperatures of devices 70 and 72, as well ascatalyst performance or estimated degradation. When method 1 is selectedfrom step 418, the routine continues to step 420 and operates the methodaccording to FIG. 3B. This is continued until in step 422, the routinedetermines temperature of device 72 has reached 650° C. When the answerto step 422 is “yes”, the routine exits the heating.

Likewise, when method 2 is chosen from step 418, the routine continuesto step 424 and operates the method according to FIG. 3C. This iscontinued until the temperature of device 72 has reached 650° C. in step426. When the answer to step 426 is “yes”, the routine continues andexits the catalyst heating.

This high level flow chart illustrates generally how differentcatalyst-heating methods are selected based on operating conditionsincluding exhaust and/or catalyst, and/or device temperature. Thus,according to the one aspect of the present invention, it is possible toprovide different catalyst heating methods depending on the operatingconditions, and thereby provide differing amounts of heat to differingemission control devices in the exhaust system. For example, the methodof FIG. 3A provides heat in two ways to upstream catalyst 70, and heatto catalyst 72 via transfer of heat downstream through the exhaustsystem by the exhaust gas. However, heat is generated in both the firstand second devices 70 and 72 via the method according to FIG. 3B. InFIG. 3B, heat is generated in two ways in the upstream emission controldevice in one way and the downstream emission control device. Lastly, inFIG. 3C, heat is generated in the same way in both the upstream anddownstream emission control device 70 and 72, respectively. In this way,differing amounts of heat can be allocated at different positions in theexhaust system depending on operating conditions. Note that this issimply one example according to the present invention.

Referring now to FIG. 5, several examples show how temperature iscontrolled by adjusting the level of lean, rich, or both. In theseFigures, “x” indicates a combustion event at a specified desiredair-fuel ratio, and specifically, an “x” in a circle are for the firstgroup, and an “x” without circle are for the second group. Further, “L”indicates lean, and “R” indicates rich. Finally, the dash-dot lineindicates the average rich value.

In the example of FIG. 5A, the amplitude modulation of the rich group ofcylinders is adjusted to increase heat generation at time t2. Note,changing the difference between the rich and less rich levels (at timet2) affects frequency of modulation automatically (since, in oneexample, frequency is controlled by switching of the downstream sensor).In this way, the heat generated due to oxidant storage capacity per unittime is increased. I.e., the oxidant storage effect is cycled at higherfrequency so a greater heat input per time is achieved, thereby raisingtemperature. Such is shown in FIG. 5A.

Note that both effects (oxidant storage and coexisting oxidant andreductant reaction) are used to generate additional heat in FIG. 5B (attime t2). Here, co-existing oxidants and reductants are increasedbecause an increased quantity of oxidants and reductants are present(because the difference between the average lean and average richair-fuel ratio is increased).

In FIG. 5C, only the span between the average lean and rich air-fuelratios is adjusted, without changing modulation frequency. In this way,the heat generated by coexisting oxidants and reductants is increased.

Finally, FIG. 5D shows only adjusting the rich group, resulting inasymmetric cycling. In other words, the amplitude of the rich cylindergroup modulation is increased, thereby increasing generated heat due tothe oxidant storage reactions. However, only one rich level is adjusted(the richer value), thereby resulting in asymmetric modulation.

Any of the approaches in FIGS. 5A-D can be used with either or bothmethods of FIG. 3A or 3B.

Referring now to FIGS. 6A and 6B, example modulation according toanother method of the invention is described. In this case, both thefirst and second groups of cylinders are modulated. In each case, heatgeneration due to coexistence of oxidants and reductants is reduced, orminimized. As shown in FIGS. 6A and 6B, an adjustment is made at time t4to increase heat generated. In FIG. 6A, the level of both the rich andlean air-fuel ratios are increased, while in FIG. 6B, only the level ofthe rich group is adjusted (resulting in asymmetric cycling).

FIGS. 6A-B shows methods that can be used with either or both methods ofFIG. 3C or 3D. Note that FIGS. 6A-B and 5D show examples of asymmetriccycling, while FIGS. 5A-C shows symmetric air-fuel ratio cycling. Also,the methods of FIGS. 6A-B and 5D adjust the rich air-fuel group tocontrol temperature without changing, or only slightly affecting, theaverage lean air-fuel ratio.

Note that the examples of FIGS. 5 and 6 show changing of temperaturewithout changing certain engine conditions. E.g., if air-mass werechanging, this may affect frequency of switching and desired air-fuellevels.

FIG. 7 shows more description of the example in FIGS. 6B along withcorresponding exhaust temperature, thereby illustrating the feedbackcontrol achieved by this example of the present invention.

As such, according to the methods described above, it is possible toadjust temperature by adjusting air-fuel of one bank, or both banks.Further, by selecting the appropriate heat generation method, it ispossible to adjust where in the exhaust system differing amounts of heatis generated.

Referring now to FIG. 8, a graph illustrates variation of cylinderengine torque with cylinder air-fuel ratio for a fixed cylinder aircharge. Note that for a given change in a lean air-fuel ratio; largerengine cylinder torque variation is produced compared with a similarvariation in a rich engine air-fuel ratio as illustrated in the Figure.As such, various examples of the present invention described aboveherein, advantageously utilize greater variation in the rich cylindergroup air-fuel ratios than the lean cylinder group air-fuel ratios. Inthis way, air-fuel ratio modulation can be provided with reducedvariation in engine cylinder torque variation and thus improved drivefuel.

The following are definitions of parameters used in the various examplecontrol methods described herein.

dsx_ntr_mn=desired temperature for downstream emission control device72.

ntr_ts_tf=estimated or measured temperature of downstream emissioncontrol device 72. Note that in an alternative embodiment, temperatureof a particular brick (or set of bricks) in a device can be used as thecontrol setpoints/measurements. Thus, in one example, this value isequal to Tcat2. In an alternative example, it represents temperature ofa particular brick, e.g. 72B of device 72.

ntr_proj_t=adjustment to account for transient temperature changes inestimated or measured temperature of downstream emission control device72. Note: in an alternative embodiment, this adjustment can be ignored.

dsx_err_t=error between the desired and actual/estimated temperature.

z=discrete operator known to those skilled in the art of digital signalprocessing.

dsx_kp=proportional gain in PI (proportional-integral) feedback controlsystem.

fndsx_ki=integral gain in PI (proportional-integral) feedback controlsystem. Note, in one example, this can be a single value. In anotherexample, as described below, this can be a variable gain.

dsx_i_term=integral control term.

dsx_hbi_gn=heat based input control gain.

ext_fl=flange temperature of exhaust manifold in degrees F.

dsx_lrafmod_sw=enabling switch to use heat based input control action.Note, the enable switch block outputs a one if not enabled, and passedthrough the top input when enabled.

am=air mass value from mass air flow sensor (or estimated from manifoldabsolute pressure sensor and engine speed).

fndsx_am_cmp=calibratable function to modify air mass compensationcontrol.

dsx_am_gn=calibratable gain to modify air mass compensation control.

dsx_ctr_out=control output which is the sum of the PI controller, heatbased input controller, and air mass compensation.

fndsx_llam=function to transform control output to a desired leanair-fuel ratio.

dsx_llam=output of controller in FIG. 10, which is the desired leanair-fuel ratio.

dsx_bg_tmr=background timer.

FIGS. 9-10 describe how air-fuel ratio is controlled to provide desiredheat generation. In general, a desired lean (or rich, or both) level(depth) of air-fuel ratio modulation needed to keep temperature ofdevice 72 above the desired temperature is determined. Note that bychanging the amplitude of the lean, or rich, or both, air-fuel ratioresults in a change of modulation frequency since the methods describedbelow switch based on a downstream air-fuel ratio sensor. Note that, inan alternative embodiment, the sensor based switching can be replacedwith other switching methods, e.g., based on an estimate of storedoxidants.

FIG. 10 shows detail of the control, while the high level flowchart isshown in FIG. 9.

Referring now to FIG. 9, the routine is described for controlling heatinput during desulphurization of the emission control device. First, instep 910, the routine determines whether catalyst 72 is at a light “off”temperature. When the answer to step 910 is “yes”, the routine continuesto step 918 as will be described below. When the answer to step 910 is“no”, the routine continues to step 912 to determine whether catalyst 70is at the light “off” temperature. When the answer to step 912 is “no”,the routine repeats and continues to monitor whether catalyst 70 hasreached the light “off” temperature.

Once catalyst 70 has reached the light “off” temperature, and the answerto step 912 is “yes”, the routine continues to step 914. In step 914,the routine performs the pre-heating strategy as described above hereinwith regard to FIG. 3A. Then, the routine continues to step 916 tomonitor whether the temperature of catalyst 72 has reached the light“off” temperature. If the answer to step 916 is “no”, the routinereturns to step 914 and continues the pre-heating strategy untilcatalyst 72 has reached the light “off” temperature.

Once the catalyst has reached light “off” temperature, and the answer tostep 916 is “yes”, the routine continues to step 918.

Steps 918 through 922 generally describe the heat input based controllerof one example of the present invention. The details of the heat inputbased controller are described more fully below with regard to FIG. 10.However, in general terms, in step 918, the routine determines whetherthe temperature of a downstream break-in device 72 is greater than orequal to a set point temperature. If the answer to step 918 is “yes”,the routine reduces the power/heat input by reducing the amplitude ofthe lean and/or rich air-fuel modulation of the air-fuel mixtureentering device 72. This results in reduced modulation frequency, andtherefore less heat input, as will be described below. Alternatively,when the answer to step 918 is “no”, the routine increases thepower/heat input by increasing the amplitude of the lean and richair-fuel mixtures device 72, thereby increasing modulation frequency aswill be described below.

Note that increasing or decreasing air-fuel ratio amplitude in themodulation affects the modulation frequency since the switching betweenlean and rich mixtures is governed by downstream sensor 140 in theexample where heat is being generated in device 72. In other words, thegreater the amplitude of the lean and rich alternate mixtures enteringthe device, the faster the device is filled and purged of oxygen. Thus,the greater the heat input per unit time. Also, this results in fasterfilling and purging, and therefore faster switching of the downstreamsensor 140. This, therefore, results in higher frequency modulation.Conversely, When decreasing amplitude of the lean and rich modulation,this correspondingly decreases modulation frequency and decreases heatinput per unit time.

From both steps 920 and 922, the routine monitors in step 924 whetherdesulphurization should be exited. When the answer to step 924 is “no”,the routine returns to step 918. Alternatively, when the answer to step924 is “yes”, the routine exits.

Referring now to FIG. 10, details of the heat input based controller areshown via a control system block diagram. The routine parameter inputsare shown by blocks 1010 through 1018. As shown in FIG. 10, the desiredtemperature from block 1010 is fed to summation 1020. Further, theestimated temperature (summation of blocks 1012 and 1014 at block 1022)is also fed to summation 1020. In this way, a desired and actualtemperature is used to create a temperature error, which is the outputof summation 1020. This error is then fed through a PI controller. Theproportional gain is shown by the triangle 1024 with an example gain of100. The integral control action is shown via blocks 1026 through 1032.A timer input is shown in block 1034. Block 1026 represents a delay ofthe input temperature error signal. Block 1020 represents a variableintegral gain which is multiplied in block 1030 by the background timer.This integral term is then clipped in block 1032. Summation block 1034then adds the proportional and integral control gains.

A heat input based compensation is used based on the exhaust flangetemperature, which can be estimated or measured, from block 1016. Inparticular, in block 1038, a gain is applied to this temperature value(in this example {fraction (1/1000)}). Further, in block 1040 anenabling switch is used based on the flag in block 1042. The flag inblock 1042 changes between 0 and 1 depending on engine operatingconditions such as, for example, time during catalyst desulphurization,air-fuel ratio modulation, and various others. Enable switch end block1040 either passes through the upper input value, or passes a value ofone depending on the switch 1042.

Finally, an air mass composition (feed forward) term is utilized basedon the air mass signal from block 1018.

The air mass compensation term is based on a first function gain (1044)and a second gain (1046) applied to the air mass signal from block 1018.

The combination of the PI controller, heat input based compensation, andair mass compensation are all multiplied together in block 1050. Thecontrol output from block 1050 is fed through a gain function 1052 toproduce a desired lean air-fuel ratio amplitude amount in block 1054.Note that in this example, the amplitude of the lean air-fuel ratiomodulation is determined. However, in an alternate embodiment, anair-fuel span (amplitude) between the lean and rich values could also beused. Alternatively, a desired rich air-fuel ratio amplitude could bethe system output.

Note that the heat input based compensation estimates the heat from theexhaust gas that will be carried to the downstream device 72. I.e., itis based on the exhaust manifold flange temperature (ext_fl). In thisway, it is possible to provide feedforward compensation based on heatfrom sources other than air-fuel modulation (oxidant storage basedexotherm).

In summary, the air-fuel modulation is controlled to maintain a desiredtemperature of device 72, with feedforward compensation to change theair-fuel modulation to account for changes in air mass and exhaust gastemperature effects.

Note that when air mass compensation and heat input based compensationis utilized, the controller advantageously compensates for changes inengine operation. I.e., changes in these conditions change heat carriedthrough exhaust system, and change modulation frequency by changingsystem delay. Therefore, by compensating for these effects in afeed-forward fashion, more accurate temperature control can be achieved.However, as indicated, neither compensation method is required.Furthermore, combinations thereof can be used. Note also that thefeedforward adjustment example for temperature control is based on airmass. However, other air amounts can be used, such as exhaust flow rate,airflow rate, or cylinder air charge.

Referring now to FIG. 11, a graph illustrates operation according to onemethod of the present invention (see FIG. 3C). In this case, as shown inthe top graph (FIG. 11A), one cylinder group (bank 1) is modulatedbetween approximately stoichiometry (or slightly lean of stoichiometry),and a lean air-fuel ratio, as shown by the solid/dot line. The othercylinder group (bank 2) is modulated between approximately stoichiometry(or slightly rich of stoichiometry), and a rich air-fuel ratio, as shownby the solid line. The coordinated switching of air-fuel ratios is basedon the downstream oxygen sensor 140 reaching a threshold value, forexample.

The second graph (FIG. 11B) shows the mixture air-fuel ratio changingbetween an average rich and lean air-fuel ratio.

The third graph (FIG. 11C) shows the spark retard utilized for the twocylinder groups. The lean cylinder group requires some ignition timingmodulation to account for the variation in engine torque when changingbetween lean and less lean values (see FIG. 8), while no modulation isused with the second bank modulating between rich and less rich. In thisway, the torque disturbance due to modulation is reduced.

The fourth graph shows the resulting torque ratio of the two banks beingapproximately equal (indicating the torque output of the engine shouldbe consistent), thereby providing good customer satisfaction.

Another approach to generating heat in devices 70 and/or 72 (or portionsthereof) and removing sulfur from device 72 (for example) is nowdescribed with regard to FIGS. 12-15. In other words, as describedabove, the changing between lean and rich air-fuel ratio was governed byvarious air-fuel ratio sensors. Depending on which sensor was utilized,heat could be generated in different amounts in different locations ofthe exhaust system. Further, to control the amount frequency ofmodulation, the richness, or leanness, of the air-fuel ratio wasadjusted.

In the approach of FIGS. 12-15, modulation is controlled in a differentway to control the location and amounts of heat generated in the exhaustsystem. In general terms, the catalyst(s) where heat is to be generatedare filled to saturate oxygen storage (and possibly, but notnecessarily, NOx storage) by operating lean. This is determined by, forexample, monitoring a downstream air-fuel sensor, just as in theprevious examples. Then, rich operation is utilized for to provide aspecified amount of reductant (or operated for a predetermined amount oftime) to generate an exothermic reaction. However, this rich operationis terminated before the downstream sensor indicates breakthrough ofreductants. In this way, the exhaust system is modulated to generateheat and remove sulfur with reduced breakthrough of reductants and onlybreakthrough of oxidants. Further, it is possible to concentrate heatgeneration in the front portion of an emission control device andthereby provide more even heating across the device. This results inmore even thermal wear, and more even removal of sulfur. In other words,it is possible to obtain better sulfur removal with less thermaldegradation since more even heating is achieved.

As shown in FIG. 13, a more even temperature distribution is obtained.Specifically, FIG. 13 shows device 72 (along with bricks 72A, etc., inthe device) with two different temperature profiles (A and B). Profile Ais generated with the entire device 72 is repeatedly filled and purgedof oxidants, whereas the profile of B is generated with only a portionof the device is repeatedly purged of oxidants. This is because when theentire device is filled and purged, an exothermic reaction is generatedacross the entire length of the device. However, the heat generatedtoward the end of the device is mainly just lost out of the exit of thedevice and does not contribute to heating the forward portion of thedevice. On the other hand, heat generated in the front portion of thedevice not only heats that portion, but also transfers heat along theremaining length of the device. Therefore, by having modulation thatdoes not fill and purge the entire device, it is possible to device agreater amount of heat per unit time to the front portion of thecatalyst, and then due to more efficient heat transfer, the entiredevice is heater to the desired temperature with a more even temperatureprofile.

Note that any of the previous modulation methods are applicable to thisaspect of the invention. In other words, although FIG. 12 simply showsthe mixture exhaust air-fuel ratio, this can be generated in any varietyof ways, including operating all cylinders lean and then all cylindersreach, operating the engine with different groups of cylinders operatinglean and rich, or any of the methods described above herein.

Note also that by adjusting the modulation, it is possible toconcentrate heat generated in different areas of the exhaust system.Thus, by operating during some conditions according to the approachdescribed in FIG. 12B it is possible to provide addition heat to theupstream device. Similarly, under other operating conditions, byoperating according to the approach described in FIG. 12A, it ispossible to provide addition heat to the downstream device. In oneexample, the method of selecting where to control temperature, and inwhich device to primarily generate, is governed according to the methodof FIG. 15.

Referring now specifically to FIG. 12A, various graphs illustratemodulation according to one aspect of the present invention. In thiscase, it is desired to generate heat and remove sulfur in device 72utilizing modulation of exhaust air-fuel mixture. In this case, theexhaust is first operated lean (as shown by sensor S1) at time t0, in acase where devices 70 and 72 happen to be depleted of stored oxidants.This operation is continued, and at time t1, device 70 becomes saturatedwith oxidants. Lean exhausting is continued until device 2 is saturatedwith oxidants at time t2. At this point, a measurement from sensor S3(reaching level L3) indicates that a first amount of oxidants arebreaking through device 72 (e.g., a certain oxygen concentrationdownstream of device 72 is detected). Note that in an alternativeembodiment, the routine can estimate this condition utilizing anestimate of oxidants stored in device 72 based on conditions such as,for example, mass air flow, mixture air-fuel ratio, catalysttemperature, and various others.

Continuing with FIG. 12A, at time t2 the exhaust mixture air-fuel ratioof the engine is switching to a rich air-fuel ratio (as shown by sensorS1). First, the oxidants in device 70 are reacted with incomingreductants until time t3, generating heat. Then, a portion of theoxidants in device 72 are reacted until time t4, generating heat. Attime t4, the exhaust mixture is returned to a lean air-fuel ratio. Aswill be described below, the determination at time t4 can be based onvarious different methods. For example, controller 12 can simply used apredetermined map of time, or a number of engine cycles, or a frequency,or a duty cycle, based on operating conditions such as mass air flow,temperature, load, and various others. Alternatively, controller 12 canuse an estimate of oxidants stored in device 72 and when the amountfalls below a threshold, the rich operation is ended.

From time t4 to t5, a lean mixture is produced to again fill theupstream and (a part of) the downstream device with oxidants until att6, the downstream sensor again detects the threshold level L3 of oxygenconcentration. Then, the operation previously described is repeated asshown. Specifically, rich operation is utilized from time t6 to t7, andcontinued to time t8 where it again returns lean. In this way, heat isgenerated in device 70 and the upstream portion of device 72 to moreevenly heat device 72 and remove sulfur from device 72.

Note also that it is possible to determine that amount of reductantentering device 72 using the sensor in location S2. I.e., the reductantamount crosshatched from times t3 to t4. Thus, the change in sensor S2at time t3 can be used to estimate the amount of oxidants being reactedfrom time t3 to t4 and thereby obtain a more accurate estimate ofoxidant storage and more accurate temperature control.

Referring now to FIG. 12B, various graphs illustrate modulationaccording to another aspect of the present invention. In this case, itis desired to generate heat in device 70 (because, for example, device72 is not at a temperature that can support exothermic reactions)utilizing modulation of exhaust air-fuel mixture. In this case, theexhaust is first operated lean (as shown by sensor S1) at time t0, in acase where devices 70 and 72 happen to be depleted of stored oxidants.This operation is continued, and at time t1, device 70 becomes saturatedwith oxidants as detected by sensor S2 reaching oxygen concentrationlevel (threshold) L4. At this point, a rich mixture is produced untiltime t2, when the routine estimates that a selected amount of oxidantsstored in device 70 have been depleted. Again, as described above withregard to FIG. 12A, there are various other methods that can be used todetermine when to end rich operation. Then, lean operation is againutilized and the process repeated as shown at times t3, t4, and t5 asjust a few examples.

FIG. 14 shows in more detail the state of the catalyst according tooperation shown in FIG. 12A. Specifically, the top diagram of FIG. 14shows device 72 saturated with oxygen (the hatching with diagonal linesfrom the bottom left to upper right) at time t2 of FIG. 12A. The middlediagram of FIG. 14 shows device 72 with reductants reacting with oxygenstored in an upstream portion of device 72 (the hatching with diagonallines from the bottom right to upper left) at time t4 of FIG. 12A. Thebottom diagram of FIG. 14 shows device 72 again filling the upstreamportion of device 72 with oxidants that were previously used forreaction (the hatching with horizontal lines) at time t6 of FIG. 12A. Assuch, in this way, the heat generated in the upstream portion not onlyprovides significant heat input per unit time to the upstream portion,but the exhaust flow carries this heat downstream to more evenly heatthe entire device 72 as shown in FIG. 13, profile B (unlike modulationthat fills and purges the entire device 72 as shown in profile A of FIG.13).

Referring now to FIG. 15, a routine is described for selecting thelocation along the length exhaust flow of the exhaust system in which itis desired to control temperature and generate heat. First, in step1510, the routine determines whether heating in the exhaust system isrequested. For example, the routine can determine whether it is desiredto remove sulfur from either device 70 or device 72, or both.Alternatively, the routine can determine whether a temperature of aselected location along the length of the emission control system hasfallen below a desired temperature. When the answer to step 1510 is“yes”, the routine continues to step 1512. In step 1512, the routinedetermines whether the selected location for temperature control (orheat generation) is in an upstream or a downstream location. When it isdesired to generate heat in the upstream emission control device, theroutine continues from step 1512 to step 1514. Alternatively, when it isdesired to generate heat in both the upstream and the downstreamemission control device, the routine moves to step 1530 from step 1512.

In step 1514, the routine generates a lean exhaust gas mixture. Asdescribed above, this can be accomplished in a variety of ways such as,for example, operating all the cylinders lean, or operating the firstgroup of cylinders at a first lean air-fuel ratio, and a second group ofcylinders at a second lean air-fuel ratio, or operating a first group ofcylinders at a lean air-fuel ratio and a second group of cylinders at astoichiometric or rich air-fuel ratio. Next, in step 1516, the routinemonitors a downstream location downstream of device 70 and upstream ofdevice 72. In one example, this entails monitoring an exhaust gas oxygensensor in the location of sensor S2. In one example, the sensor is aswitching type exhaust gas oxygen sensor, known as a HEGO sensor.Alternatively, a UEGO sensor could also be utilized. In step 1518, theroutine determines whether a specified condition has been detected inthe monitored location. In one particular example, as shown in FIG. 12Bat time T1, the routine determines whether the detected oxygenconcentration has risen above threshold L4.

When the answer to step 1518 is “no” (i.e., the condition has not beendetected), the routine returns to step 1516 to continue monitoring.Alternatively, when the answer to step 1518 is “yes”, the routinecontinues to step 1520 to generate a rich exhaust gas mixture. Asdescribed above, there are various methods for generating the richexhaust mixture, such as, for example: operating all cylinders of theengine with a rich air-fuel ratio, or operating a first group ofcylinders at a rich air-fuel ratio and a second group of cylinders at aless rich air-fuel ratio, which can be stoichiometric or lean.

Then, in step 1522, the routine estimates the amount of stored oxidantsin device 70 that have been reacted. In other words, the routine canestimate the amount of remaining oxidants stored in device 70, oralternatively, can estimate the amount of oxidants that have beenreacted with incoming reductants. Still another alternative would be toestimate the amount of incoming reductants, or utilize a predeterminedmap of times, or frequencies, or duty cycles, to estimate the amount ofreacted material before a selected amount of reductant breakthroughoccurs. In step 1524, the routine determines whether the estimate hasreached a selected amount, which, in one example, can be illustrated attime T2 of FIG. 12B. When the answer to step 1524 is “no”, the routinereturns to step 1522 to continue estimating the amount of storedoxidants. Alternatively, when the answer to step 1524 is “yes”, theroutine returns to step 1510.

Continuing with FIG. 15, when the routine transitions from step 1512 to1530, the routine generates a lean exhaust gas mixture in 1530. Asdescribed above with regard to step 1514, there are various methods forgenerating the lean mixture. Then, in step 1532 the routine monitorsdownstream of device 72. Again, as described with regard to step 1516,there are various approaches for providing this monitoring, such asutilizing a HEGO or a UEGO sensor. Still another approach uses anestimate of air-fuel ratio generated based on operating conditions suchas mass air flow, air-fuel ratio, and catalyst temperature.

Then, in step 1534, the routine determines whether the condition isdetected downstream of device 72. When the answer to step 1534 is “no”,the routine returns to step 1532 to continue monitoring. Alternatively,when the condition is detected, (see for example time T2 of FIG. 12A),the routine continues to step 1536. In step 1536, the routine generatesa rich exhaust gas mixture. As described above herein and withparticular reference to step 1520, various methods are available forgenerating the rich exhaust gas mixture. Next, in step 1538, the routineestimates the amount of stored oxidants in device 72 that have beenreacted. This is accomplished in a manner similar to that in step 1522or any of its alternative approaches. The routine then monitors in step1540 whether the estimate has reached selected amount (see for exampletime T4 FIG. 12A). When the answer to step 1540 is “no”, the routinereturns to step 1538 to continue estimating. Alternatively, when theanswer to step 1540 is “yes”, the routine returns to step 1510.

Note that in the approach outlined above, the amount of heat generatedat different locations of the exhaust system can be adjusted byadjusting either, or both of, the level of the lean/rich mixtureair-fuel ratio, or the amount of oxidants that are depleted (e.g., thesize of the cross hatching of device 72 in FIG. 12A, or the size of thecross hatching of device 70 in FIG. 12B). In other words, the thresholdamount of depleted oxidants in steps 1524 and 1540 can be adjusted tocontrol device temperature to approach a desired device temperature.This would potentially result in a higher frequency oscillation (basedon various other factors) thereby generating greater heat per unit time.

Also with regard to step 1524 and 1540, as described above, note thatvarious alternative approaches can be used to end rich operation beforethe downstream sensor indicates significant breakthrough of reductant(e.g., by switching rich). For example, in still another approach,controller 12 can simply control modulation duty cycle (or frequency) inan open loop fashion (only on the rich side) to adjust location andamounts of generated heat in the exhaust system.

Finally note, in another alternate approach, the emission system couldbe purged of stored oxidants (via rich operation), and then operatedwith a lean mixture to fill only the front portion of a device. Then,rich operation would purge only this stored oxygen to generate heat in aspecified location and obtain more even heating. However, this wouldresult in breakthrough of reductants (rather than oxidants as in themethod shown in FIGS. 12 and 14). Nonetheless, there may be conditionswhere breakthrough of reductants is less undesirable than breakthroughof oxidants. Note also that the threshold levels of steps 1524 and 1540can be set to different amounts due to, for example, the different inoxidant storage capacities between devices 70 and 72. Alternatively,they can be the same value.

Referring now to FIG. 16, yet another alternative embodiment of thepresent invention is described. In this example, a V-8 engine is shown,although a v-10, v-12, v-6, etc., could be used. Specifically, FIG. 16Ashows a v-8 engine with first and second banks 1610 and 1612. Further,upstream devices 70A and 70B are shown both leading to a singledownstream device 72. Alternatively, as shown in FIG. 16B, a completelyseparate path can be used with devices 70A and 72A in one path, anddevice 70B and 72B in another path.

In either of these configurations, each bank (1610, 1612) can each bebroken down into at least two groups of cylinders, and then operated asdescribed above herein. For example, cylinders a and b can be operatedbetween lean and stoichiometry, and cylinders c and d can be operatedbetween rich and stoichiometry (but out of phase as shown in FIGS. 3C or3D, for example. Likewise, cylinders e and f can be operated betweenlean and stoichiometry, and cylinders g and h can be operated betweenrich and stoichiometry. Further still, different groups can be created,such as, for example, cylinders a, f g, and d can be operated betweenlean and stoichiometry, and cylinders b, c, e, an h can be operatedbetween rich and stoichiometry. Various other combinations can also begenerated.

The above description has been applied to gasoline lean burn engines.However, several of the systems and methodologies described above areequally applicable to diesel exhaust systems. However, because dieselengines may not be able to operated rich, a rich exhaust gas mixture canbe generated via an external reductant (e.g., diesel fuel) that isinjected into the exhaust gas via a reductant injector. Furthermore,various methods of the present invention are applicable to a singlecylinder engine that operates between lean and rich to generate exhaustgas heat.

We claim:
 1. A system for an engine having at least a first group and asecond group of cylinders, the system comprising: an emission controldevice coupled at least to said first and second groups of cylinders;and a computer storage medium having a computer program encoded thereinfor controlling fuel injected into the first and second group ofcylinders, comprising: code for, during a first interval, operating saidfirst group of cylinders lean of stoichiometry and said second group ofcylinders at stoichiometry; and code for, during a second interval,operating said first group of cylinders at stoichiometry and said secondgroup of cylinders rich of stoichiometry.
 2. The system of claim 1wherein said computer storage medium further comprises code forperforming said second interval after said first interval.
 3. The systemof claim 1 further comprising an oxygen sensor coupled downstream ofsaid emission control device.
 4. The system of claim 3 wherein saidcomputer storage medium further comprises code for changing between saidfirst and second intervals based on said oxygen sensor.
 5. The system ofclaim 4 wherein said emission control device is a downstream emissioncontrol coupled downstream of an upstream emission control device. 6.The system of claim 4 wherein said emission control device is anupstream emission control coupled upstream of a downstream emissioncontrol device.
 7. The system of claim 4 wherein said code for changingbetween said first and second intervals is based on said oxygen sensorchanges based on a comparison of an output of said oxygen sensor with athreshold value.
 8. The system of claim 1 wherein said computer storagemedium further comprises code for adjusting an amplitude of at least oneof said rich and lean values based on temperature of said emissioncontrol device.
 9. The system of claim 8 wherein said computer storagemedium further comprises code for adjusting said amplitude based on anair amount.
 10. The system of claim 8 wherein said air amount is anengine air mass.
 11. The system of claim 8 wherein said air amount is anexhaust flow rate.
 12. The system of claim 8 wherein said computerstorage medium further comprises code for adjusting said amplitude basedexhaust gas temperature.
 13. The system of claim 1 wherein said computerstorage medium further comprises code for adjusting ignition timingduring said first and second intervals.
 14. A system for an enginehaving at least a first group and a second group of cylinders, thesystem comprising: an emission control device coupled to said first andsecond groups of cylinders; and a computer storage medium having acomputer program encoded therein for controlling fuel injected into thefirst and second group of cylinders, comprising: code for requestingremoval of a contaminant; code for, in response to said request, duringa first interval, operating said first group of cylinders lean ofstoichiometry and said second group of cylinders at stoichiometry; andcode for, during a second interval, operating said first group ofcylinders at stoichiometry and said second group of cylinders rich ofstoichiometry.
 15. The system of claim 14 wherein said contaminant is asulfur contaminant.
 16. The system of claim 14 further comprising anoxygen sensor coupled downstream of said emission control device. 17.The system of claim 16 wherein said computer storage medium furthercomprises code for changing between said first and second intervalsbased on aid oxygen sensor.
 18. The system of claim 17 wherein saidemission control device is a downstream emission control coupleddownstream of an upstream emission control device.
 19. The system ofclaim 17 wherein said emission control device is an upstream emissioncontrol coupled upstream of a downstream emission control device. 20.The system of claim 17 wherein said code for changing between said firstand second intervals is based on said oxygen sensor changes based on acomparison of an output of said oxygen sensor with a threshold value.21. A method for an engine having at least a first group and a secondgroup of cylinders, the engine also having an emission control devicecoupled to said first and second groups of cylinders, the methodcomprising: requesting removal of a contaminant; and in response to saidrequest: during a first interval, operating said first group ofcylinders lean of stoichiometry and said second group of cylinders atstoichiometry; and during a second interval, operating said first groupof cylinders at stoichiometry and said second group of cylinders rich ofstoichiometry.